Rail crossing



Aug. 23, l1960 P. SPER 2,950,057

RAIL `CROSSING Filed sept.' 11, 1953 ATTORNEY 2,950,057 RAIL cnossnvo Paul Speer, La Grange, Ill., assigner to Speer Filler Strip Company, La Grange, Ill., a corporation of Illinois Filed Sept. 11, 1953, Ser. No. 379,676

7 Claims. (Cl. 23S-S) This invention relates to a new and improved rail Crossing. In one of its aspects this invention relates to a rail crossing particularly adapted to allow vehicles With small diameter wheels to cross tracks at right angles without shock or damage to the wheel or vehicle. ln another of its aspects this invention relates to an elastic resilient strip, particularly adapted to be placed between `'a railroad crossing bed and the rail, having a particular cross section and resiliency.

Anyone who has ever pulled a coaster wagon or pushed a baby carriage across a railroad crossing can appreciate the jolting and shock experienced by the vehicle and its contents. While this may seem academic at first the problem becomes extremely lacute, especially in large iudustrial plants where material is transported to various parts of the plant in small-wheeled vehicles pulled by battery-driven tractors in long trains, as for example, in large packing plants where hams and other meats are transported from the cutting room to the curing and smoking rooms. The trucks or carts so employed are usually provided with wheels having a small diameter, for example, l2 to 18 inches. Some havesmall solid rubber tires; others do not. The damage to the wheels of the 'carts or trucks even over short periods of continued crossing of railroad tracks is quite extensive and amounts to a considerable item of expense for maintenance of the trucks `or carts. I have now provided an improved rail crossing whereby vehicles having small-diameter Wheels can cross in comfort lwithout shock or damage to the wheel or vehicle.

It is therefore, an object of this invention to provide a new and improved rail crossing.

Another object of this invention is to provide a smooth crossing surface to allow vehicles with small-diameter Wheels to cross the railroad tracks at right angles without shock or damage to the wheel or vehicle.

A further object of this invention is to provide a smooth surface for crossing railroad tracks in an industrial plant or buildings where it is necessary to have railroad tracks in concrete surfaces `or industrial floors.

Still another object of this invention is to provide a smooth surface in industrial floors or industrial Working areas where tracks are used to move large doors or machinery employing anged =wheels requiring a groove inV the surface to accommodate the frange.

Yet another object of this invention is to provide a resilient material adapted to be placed between a railroad crossing bed and the rail.

Another object of this invention is to provide a means of securing -a synthetic rubber material to Ia pre-manufactured crossing bed to iill in the space between the crossing bed land the rail normally left open for the travel of the railroad wheel ange, thus providing a smooth surface for vehicles traveling across railroad tracks at right angles.

IFurther and additional objects of this invention will become apparent upon reading of the disclosure and claims.

Patented Aug. 23,

ICC

compression of the resilient strip by the flange of the railroad wheel.

Figure 4 -is a longitudinal Asectional view taken `along the line 4-4 of Figure 3.

According to the present invention a smooth transverse crossing surface of 'a rail or rails is accomplished by iilling in that space normally left open for the travel of the wheel ilange with a strip of resilient material of a certain shape and resiliency. The shape of `the resilient strip is such as to provide a space for displacement caused by the downward force due to the weight of the Wheel ange, yet by design is sufficiently rigid to support the lesser Weights of vehicles crossing at right angles to the rail and strip. Besides effecting a smooth crossing sev' eral other important advantages are realized by the present invention. For example, by using a rubber filler strip it-is possible to allow for expansion and contraction of the crossing bed without damage to the crossing during extreme heat or cold and such shape and resiliency prevents damage to the crossing or interference with the operation of the ianged wheel due to ice formations or the accumulation of solid matter in the normally void` space between the rail and crossing bed. Also, it is advantageous to employ a strip made of a synthetic rubber or elastic material which is resistant to oil and other chemicals normally found or which accumulate in a plant, and which' may deteriorate or corrode other non resistant elastic materials. Of course, it will be appreciated that my invention has extremely wide application,

not only in industrial plants where small-Wheeled vehicles must cross transversely to rails, but also at many railJ road crossings for motor cars and trucks. Indeed, many motorists would be extremely grateful for a smooth railroad crossing.

Referring now to Figure 1 of the drawing in particular, illustrated is a preferred modification of my improved rail crossing. Shown is a pair of rails 10 suitably secured,

to tie 11 by conventional means, not shown, viz., a rail spike. Disposed between the rails are a pair of pre-manu actured concrete slabs 12 forming the crossing bed, thesurface of which is level with the top of the rails 10.

These slabs are constructed of channel iron 13 and con regulations, in general, require that a space of 3 inches' be left to allow for the iange of the railroad Wheel to pass without obstruction. Disposed lengthwise in these narrow spaces is a pair of resilient elongated synthetic rubber strips 16 in the Vgeneral shape of an inverted U.-

These rubber strips extend across the road and are preferably chamfered on each end to allow for a smoother en# counter of the liange of the wheel with the rubber and less damage thereto than if a 'square corner was e115r countered. The strip -completely fills the narrow space and is substantially ilush at its upper exposed surface with the top of the rail and the crossing bed 12. It preferred that the side of the strip in contact with the*` rail is slightly elevated, about 1A to 1/2 of an inch, and rounded to provide a slight tangential contact for `the wheel when it is on the top of the rail and coming toward the elastic strip, and also to provide a resilient body to ll a space which may be formed by wearing of the inside of the rail by the flange of the wheel. On the outer sides of rails 10 and forming a part of the roadare wood planks 17, the surfaces of which are level with the rails and road. A small 4space 1-8 Lis provided to allow for expansion.

Referring to Figure 2, the strip 16 is held securely within the narrow space by means of steel plate 2t) which is tack welded 21 tto channel iron 13. A plurality of bolts 2.2 at spaced intervals are attached to plate 20, :as Vfor example by welding, and extend through ione leg of the U portion of therubber istrip whichisgheld :securely by nuts 26 and washers 27. Before putting the-.rubber strip into place one side lcan becoated with a suitable rubber cement to provide an adhesive bondbetween the rubber strip 16 and plate 20. The rubber strip Y16 is supported from below by means of iasteel plate 24 which extends lengthwise with the rubber strip and which itself is supported by means of iirring strips 15 and ties 11.

I prefer to employ a synthetic rubber strip in the general shape of an inverted U. This shape adapts itself readily to .compression by the flange of the Wheel as it passes over the top of the rubber strip. Figure 3 illustrates approximately what happens to the rubber strip as `the flange of the wheel passes over it. It will be readily appreciated that the rubber strip may be in any other suitable form which adapts it to compression or displacement by the flange of the wheel, as for example, having a cavity in the center, rather than as a U. However, when the strip is of such nature the problem of securing it firmly within the narrow .space becomes more difficult.

Resiliency is another characteristic Aof the strip which must be taken into consideration. Resiliency is usually determined in terms Vof durometer value, which is analogous to the hardness of metals. It is graded from soft to 'hard with the numbers 4ascending to the hard range. Pure gumstock rubber has a durometer resiliency of about 30 and hard rubber has a durometer resiliency of about 100. The resiliency of the rubber stripemployed according to the present invention can vary, depending uopn several factors, such as the general climate or climatic lconditions under lwhich the `crossing is to be subjected, and 'the typeof vehicles-which cross over the crossing. In general, the resiilency canivary between-45 and `60 durometen 'il prefer, in thecase-of-crossings to be -`employed in industrial `plants lwhich v'small-wheeled vehicles pass over, to use asynthetic `rubberstrip having a-resiliency-of from 5 5 tot60 durometer.

The resilient strip can be fabricated vout -of any one of a number-of 'rubber or ruber-like materials. V'I prefer to employ a synthetic rubber which Y:is oil-resistant -and corrosion-resistant and which adapts itself -very well `to use vin industrial plants where there is spillage Aor ac-V cumulation of material -which -might corrode vthe rubber str-ip or deteriorate. it. M-y 4preferred materialis polychloroprene rubber, commonly known by the trade name Neoprene. However, other lsynthetic oileresistant elastomers such as iluorocarbon and silicone rubbers and polyethylene and `Buna type rubbers to some extent can also be employed. Also, natural rubberand Vsynthetics such as -polybutadiene, polyisoprene and -GR-S rubber-can be employed where Athe requirement-of oil resistance is -not imperative. In general, the type -ofmaterial of which fthe resilient strip is fabricated can be chosen depending upon the traffic `and Vconditions to which the rail `crossing is to be subjected. Y

.Referring again to therdrawing, Figure Y4 is a longitudinal view taken `along .the .line 4--4 .of Figure 3, illustrating partly in section the compression of strip ,16 by the wheel flange. Occasionally the rubber strip may become stuck under the rail. This can be remedied by putting -a thin coating 4of grease onthe'inner side loftheV strip contacting the rail. Also shown is the spacing of bolts 22 which helps yto hold strip 16 securely in place. Shown also is the longitudinal extension of supporting plate 24 as supported by rring strips 15 and ties l1. Also shown is one of the bolts 2S which secures prefabricated slabs 12 and firring strips l5 to ties 11. It will be noted that the head of bolt v2.5 is countersunk so that its upper surface is level with the top of the slab.

While this invention has been described and exempliiied in terms of a preferred modification, those skilled in the art will appreciate that many changes can be made without departing from the spirit or the scope of the invention. For example, instead of using prefabricated concrete slabs as the crossing bed it is possible to use such things as guide rails and/or planks, or asphalt or other surfacing material. Also, the resilient strip may be secured within the narrow space by other means than those disclosed and may be supported from below by other means than those shown, all of which would readily suggest themselves to one skilled in the art.

i claim:

1. An improved rail crossing comprising, in combination, a pair of rails providing va guide for flanged railroad Wheels; a crossing bed disposed between said rails and defining two parallel elongated narrow spaces through which the wheel flanges pass, the upper 4surface of said crossing bed being substantially in the same plane as the tops of the rails; two elongated rubber strips in the general shape of an inverted U, having a resiliency of 45 to 60 durometer, each strip being disposed lengthwise in one of said narrow spaces, each conforming at its upper exposed surface with the shape of the narrow space, one side of each of the strips being elevated about Mt to 1/2 inch above the top of the rail at the juncture with the rail, the other side being vsubstantially flush with the crossing bed; and means for securing each resilient strip to said crossing bed.

2. A rail crossing according to claim l, wherein Vthe means for securing each resilient strip to said crossing bed comprises a steel strip disposed lengthwise in said space between said crossing bed and said resilient strip and iixedly secured to said crossing bed, and a plurality of bolts, each iixedly secured to said plate at intervals and extending through the adjacent leg portion of said resilient strip.

3. An improved rail crossing comprising, in combination, a rail providing a guide for a tianged wheel, a side wall disposed parallel to said rail, a bottom wall forming with said side Wall and said rail an elongated narrow space into which the wheel flange passes, the top of said side wall being substantially in the same plane as the top of the rail, an elongated rubber strip disposed lengthwise in said narrow space conforming at its upper exposed surface with the shape of said narrow space, said upper surface of said strip being substantially flush with the tops of said rail and said side Wall, said strip being in the general shape of an inverted U with the legs thereof resting on said bottom wall, and means for rmly securing to said side wall the leg of said strip which is adjacent said side wall.

4. A rail crossing structure according to claim 3 wherein said securing means includes a -bolt extending from said side wall through one leg of said inverted U-shaped strip, and a nut disposed between the legs of said inverted U-shaped strip and engaging the end of said bolt to bind said leg through which it extends tightly to sai-'.3 side Wall. I

5. An improved rail crossing comprising, in combination, a rail providing a guide for the flanged wheel oi a railway car, a side wall disposed parallel with said rail and having its top substantially as high as the top of said rail, a bottom wall forming with said side wall and said rail an elongated narrow space into which the wheel flange passes, an elongated elastic resilient strip disposed lengthwise in said narrow space resting on said bottom wall and generally conforming at its upper exposed surface with the shape of said narrow space, the side of said strip adjacent said rail being elevated slightly above the top of the rail, the cross section of said strip being smaller in area than the cross section of said narrow space so as to provide a cavity into which the resilient material of said strip may ow when deformed by the passing of a railway car wheel, said strip being capable of supporting the wheels of vehicles passing over it transversely to the rail to thus smooth the passage of cross traic while being yieldable to permit passage of a flanged railway car wheel longitudinally along the rail without lifting the wheel from the rail.

6. A rail crossing structure according to claim 5 wherein said strip has a leg portion resting at its lower end on said bottom wall and disposed adjacent said rail directly beneath the path of the ange of a railway car wheel as the Wheel passes along the rail, said leg portion being adapted to provide support to cross traic but being resiliently deformable to permit depression of the top surface of the strip to receive the lange of the railway car wheel as it passes thereover.

7. A rail crossing structure according to claim 5 wherein said strip has a resiliency of about to 60 durometer.

References Cited in the ile of this patent UNITED STATES PATENTS 228,353 Hoffman .Tune 1, 1880 293,024 Hoffman Feb. 5, 1884 2,025,209 Jacobson Dec. 24, 1935 2,101,883 Warner Dec. 14, 1937 2,230,303 Leguillon Feb. 4, 1941 2,574,926 Manley Nov. 13, 1951 FOREIGN PATENTS 59,565 Denmark Mar. 2, 1942 17,164 Great Britain July 20, 1914 209,948 Switzerland May 31, 1940 OTHER REFERENCES The Neoprenes, Report No. 42-3, September 1942, E. I. Du Pont de Nemours & Co. (Inc.), Rubber Chemicals Div., Wilmington, Del. 

